Single phase single stage bi-directional level 1 electric vehicle battery charger

ABSTRACT

A single phase single stage level-1 electric vehicle (EV) battery charger can control the power flow in both directions. The converter efficiency is high as the devices undergo ZCS which reduces switching loss in the devices. This converter does not require any intermediate DC link capacitor stage and the power density of the converter is high.

BACKGROUND

This application is a continuation of and claims priority to U.S. patentapplication Ser. No. 16/638,620, entitled “Single Phase Single StageBi-Directional Level 1 Electric Vehicle Battery Charger,” filed Feb. 12,2020, which is a 371 National Stage Patent Application of and claimspriority to International Application No. PCT/US2018/044930, filed Aug.2, 2018, which claims benefit and priority to U.S. Provisional PatentApplication Ser. No. 62/546,955, entitled “Single Phase Single StageBi-Directional Level 1 Electric Vehicle Battery Charger,” filed Aug. 17,2017, the entire contents of which are hereby incorporated by reference.

This disclosure pertains to an electric vehicle (EV) battery chargingapplication.

The electrification of transportation has significantly increased inrecent times to reduce fossil fuel consumption and greenhouse emissions.Electric vehicles (EVs) are gradually replacing the conventionalinternal combustion engine based vehicles. However, the increasingpenetration of these EVs can have a considerable impact on the grid.Thus the chargers used for charging the batteries should have additionalfeatures like power factor correction (PFC) controllers andbidirectional power flow capabilities to minimize the impact of powerquality on the grid.

Commercially available single-phase isolated AC-DC EV battery chargerscan be classified into two-stage solution and single-stage solution. Thetwo stage solution consists of a front-end PFC stage. It is followed byan isolated DC-DC stage. The frontend stage employs diode bridgerectifiers followed by a boost, buck, or buck-boost stages. Largestorage elements like electrolytic capacitors are required to link thesetwo stages. The main advantage of this two-stage solution is that theoutput voltage regulation and PFC control are decoupled. Thus, the PFCperformance can always be ensured despite the change in input AC voltageand load power. This PFC operation enhances the power quality of thegrid. Nevertheless, this two-stage solution suffers from low overallefficiency due to more number of devices. Moreover, the converter powerdensity is limited because of the two separate stages and bulky DC linkcapacitors.

The alternative solution is to develop single stage AC-DC converters.The fly back converters are selected to achieve cost-effective designsbecause theoretically only one active switch is necessary. However, theyare only suitable for lower power level because of the high-voltage andcurrent stresses on the devices. For high-power rating single stageAC-DC converters, full bridge (FB) type topologies are preferred. In theresonant type FB and dual active bridge type FB AC-DC converters, theoutput voltage regulation is realized either by changing the switchingfrequency or by shifting the phase angle between the two bridges. Theseconverters only use capacitors as the output filter. Thus, the voltagerating of the capacitors is lower. However, the main disadvantage ofthese converters is the nonlinear relation between the controlparameters and the input current. Even if a complex control algorithm isapplied, the grid current total harmonics distortion (THD) is largecompared to conventional two-stage solution.

SUMMARY

The present disclosure relates generally to a battery charger forelectric vehicles (EVs), and particularly to a single stage single phasepower converter for EV charging application.

In preferred embodiments, the AC side of the proposed converter has acurrent-fed full bridge matrix converter that is connected to anotherfull-bridge converter on a secondary side of a high-frequency (HF)transformer. The advantages of the proposed EV charger are itsbidirectional power flow capabilities, inherent power factor correction(PFC) control, the fact that intermediate DC link capacitors are notrequired, soft switching capabilities in both primary and secondary sideswitches, improved grid current quality due to input line inductor, andthe fact that the power density and efficiency of the converter is high.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows converter topology for a preferred embodiment of a singlephase, single stage level-1 bidirectional electric vehicle (EV) charger.

FIG. 2 shows a preferred embodiment of a converter in Mode 1 ofoperation during grid to vehicle (G2V) mode.

FIG. 3 shows a preferred embodiment of a converter in Mode 2 ofoperation during G2V mode.

FIG. 4 shows a preferred embodiment of a converter in Mode 3 ofoperation during G2V mode.

FIG. 5 shows a preferred embodiment of a converter in Mode 4 ofoperation during G2V mode.

FIG. 6 shows a preferred embodiment of a converter in Mode 9 ofoperation during vehicle to grid (V2G) mode.

FIG. 7 shows a preferred embodiment of a converter in Mode 10 ofoperation during V2G mode.

FIG. 8 shows a preferred embodiment of a converter in Mode 11 ofoperation during V2G mode.

FIG. 9 shows a preferred embodiment of a converter in Mode 12 ofoperation during V2G mode.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

The present disclosure relates to a single phase, single stage level-1electric vehicle (EV) charger. The single phase single stage level-1 EVbattery charger can control the power flow in both directions. Preferredswitching sequences of the devices are also described. The converterefficiency is high as the devices undergo ZCS which reduces switchingloss in the devices. This converter does not require any intermediate DClink capacitor stage. As an advantage, the power density of theconverter is high.

FIG. 1 shows converter topology for a preferred embodiment of a singlephase, single stage level-1 bidirectional electric vehicle (EV) chargerhaving inherent PFC control. The primary AC side includes 8 siliconcarbide (SiC) metal-oxide-semiconductor field-effect transistors(MOSFETs) labeled M_(1a) to M_(4b) and the secondary side includes 4 SiCMOSFETs labeled M₅ to M₈. The converter develops a high frequency AC inthe primary side of the isolating transformer, operating as acycloconverter. It is then rectified in the secondary side to generateDC voltage. Similar operation is conducted in reverse direction forreverse power flow. Zero current switching (ZCS) is achieved with thehelp of a resonating circuit that includes leakage inductance (L_(k)) ofthe transformer and an external capacitor (C_(k)).

The converter topology shown in FIG. 1 is a preferred embodiment thatcan be extended to various applications. The proposed topology can beextended for grid integration of photovoltaic cells. It can operateindependently in both grid connected mode and islanded mode. Theproposed EV charger topology can also be extended for bidirectionalpower flow with a three phase operation.

FIG. 2 shows a preferred embodiment of a converter during mode ofoperation that is grid to vehicle (G2V) mode. In this mode, which may bereferred to as Mode 1, power is transferred from the input source (Vin)to the battery (Vbat). For G2V operation, active switching is conductedin the primary side and the secondary side devices are operated as adiode bridge rectifier. For positive input voltage (Vin>0), theoperation can be divided from Mode 1 to Mode 4. Similarly, the operationcan be divided from Mode 5 to Mode 8 for Vin<0. In this mode M_(1a),M_(2a) are kept on and M_(1b) and M_(2b) are kept off. As a result, theinput current flows from the source (V_(in)) to leakage inductor (L_(k))and capacitor (C_(k)) through M_(1a), M_(2a) and diodes of M_(1b) andM_(2b). In the secondary side, diodes of M₅ and M₆ conduct to charge thebattery (V_(bat)).

FIG. 3 shows a preferred embodiment of a converter in Mode 2 of G2Vmode. In Mode 2, Device M_(4a) is turned on and then M_(2a) is turnedoff. As a result, ZCS occurs for M_(2a). In this case, the input current(I_(in)) freewheels through M_(1a), M_(4a) and diodes of M_(1b) andM_(4b). The capacitor C_(k) and inductor L_(k) starts resonating. Thisresonance causes the leakage current through L_(k) to reach inputcurrent level. As a result, a voltage spike does not appear across theprimary device. In other words, the C_(k) acts as a snubber capacitor.It helps in arresting the voltage overshoot caused due to the currentmismatch between the leakage inductor and line inductor. At the end ofMode 2, M_(3a) is turned on. It exhibits ZCS turn-on.

FIG. 4 shows a preferred embodiment of a converter in Mode 3 during G2Vmode. In Mode 3, M_(1a) is turned off. The input current flows throughM_(3a), M_(4a) and diodes of M_(3b) and M_(4b). The current directionreverses in the leakage inductor L_(k) and C_(k). In the secondary side,diodes of M₇ and M₈ conduct to charge the battery (V_(bat)).

FIG. 5 shows a preferred embodiment of a converter in Mode 4 during G2Vmode. In this mode, M_(2a) is turned on and then M_(4a) is turned off.As a result M_(4a) experiences ZCS turn-off. In this case, the inputcurrent (I_(in)) freewheels through M_(3a) and M_(2a). The capacitorC_(k) and inductor L_(k) starts resonating. This resonance causes theleakage current through L_(k) to reach input current level similar toMode 2. As a result, a voltage spike does not appear across the primarydevice. This helps in arresting the voltage overshoot caused due to thecurrent mismatch between the leakage inductor and line inductor. At theend of Mode 3, M_(1a) is turned on. It exhibits ZCS turn-on.

During V_(in)>0, Mia, M_(2a), M_(3a) and M_(4a) exhibit ZCS. In asimilar fashion, Mode 5 to Mode 8 can also be explained. Here M_(1b),M_(2b), M_(3b) and M_(4b) exhibit ZCS. It is important to notice thatC_(k) continues to conduct current even if V_(bat)>V_(in). As a result,there is a path for the input current to flow at every switchingcondition. This phenomena ensures PFC for all loading conditions.

In vehicle to grid (V2G) mode, power is transferred from the battery(V_(bat)) to the grid (V_(in)). For V2G operation, battery side devicesare switched in square wave mode and three level sine trianglepulse-width modulation (PWM) switching is conducted for the grid sidedevices. For positive input voltage (V_(in)>0), the operation can bedivided from Mode 9 to Mode 12. Similarly, the operation can be dividedfrom Mode 13 to Mode 16 for V_(in)<0. For V2G operation, the resonatingcapacitor C_(k) is removed from the circuit through a contactor.

FIG. 6 shows a preferred embodiment of a converter in Mode 9 during V2Gmode. In this mode, M₅ and M₆ in the secondary side are kept on. Thegrid current flows through M_(1b), M_(2b) and diodes of M_(1a) andM_(2a).

FIG. 7 shows a preferred embodiment of a converter in Mode 10 during V2Gmode. In Mode 10, M_(4b) is turned on. As a result, the grid currentfreewheels through M_(4b), M_(1b) and diodes of M_(1a) and M_(4a).M_(2b) is turned off once the grid current is completely transferred tothe freewheeling branch exhibiting ZCS turn-off. At the end of this modeM_(3b) is turned on. M_(3b) experiences ZCS turn on as there is nocurrent through it.

FIG. 8 shows a preferred embodiment of a converter in Mode 11 during V2Gmode. In Mode 11, M_(1b) is turned off. As a consequence, grid currentflows through M_(4b), M_(3b) and diodes of M_(4a) and M_(4a)respectively. This switching cycle reverses the direction of currentflowing through the leakage inductor (L_(k)).

FIG. 9 shows a preferred embodiment of a converter in Mode 12 during V2Gmode. At the end of mode 11, M_(2b) is turned on again. The grid currentagain freewheels through M_(2b), M_(3b) and diodes of M_(2a) and M_(3a).After the transfer of grid current to the freewheeling branch, M_(4b) isturned off. It exhibits ZCS turn-off.

Mode 9 to Mode 12 are continued until M₅ and M₆ are in the on-state inthe secondary side. Once M₇ and M₈ are turned on, the switching cyclesdescribed above are reversed. In a similar fashion, the switching of thedevices are carried out for V_(in)<0. As described above, all devices onthe primary side undergo ZCS.

REFERENCES

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What is claimed is:
 1. A power converter having bidirectional power flowcapabilities and inherent power factor correction (PFC) control,comprising: a high frequency transformer comprising a primary AC side, asecondary side, and a resonating circuit, wherein the primary AC side ofthe high frequency transformer comprises a current-fed full bridgematrix converter, wherein the current-fed full bridge matrix convertercomprises eight silicon carbide (SiC) metal-oxide-semiconductorfield-effect transistors (MOSFETs) positioned in four pairs, wherein afirst pair of SiC MOSFETS consists of a first A SiC MOSFET and a first BSiC MOSFET, wherein a second pair of SiC MOSFETs consists of a second ASiC MOSFET and a second B SiC MOSFET, wherein a third pair of SiCMOSFETs consists of a third A SiC MOSFET and a third B SiC MOSFET, andwherein a fourth pair of SiC MOSFETs consists of a fourth A SiC MOSFETand a fourth B SiC MOSFET, wherein the secondary side of the highfrequency transformer comprises a full bridge matrix converter, whereinthe full bridge matrix converter comprises four SiC MOSFETs, wherein thefour SiC MOSFETs consist of a fifth SiC MOSFET, a sixth SiC MOSFET, aseventh SiC MOSFET, and an eighth SiC MOSFET, and wherein the resonatingcircuit comprises a leakage inductor of the high frequency transformerand a capacitor.
 2. An electric vehicle (EV) battery charger comprisingthe power converter of claim
 1. 3. The electric vehicle (EV) batterycharger of claim 2, further comprising an input source and a battery. 4.One or more photovoltaic cells comprising the power converter of claim1.